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DIGITAL EDITOR ANDREW STOY: Full disclosure: I've explored the purchase of an Edge previously, and I'm predisposed to Ford crossovers. I've consistently been impressed by the new Explorer and the current Edge platform. In other words, I got into our new 2013 Ford Edge EcoBoost with some positive feelings about the vehicle in general, and I'm not going to rehash the pros and cons of MyFord Touch, a system with which I've always felt quite comfortable.

I also know a few things about the EcoBoost four-cylinder in this application, however. Ford delayed the release of this powertrain by about a year to overcome problems with its feel in larger vehicles such as the Edge. That, coupled with some experience in an ancient Thunderbird Turbo Coupe (not an SC, the old one), had me skeptical about the driving experience.

The delay was time well spent. With its 2.0-liter EcoBoost engine, the 2012 Edge is a fantastic driver, arguably more satisfying than the V6 version. No, it's not a rocket ship, but I never once felt myself needing more power, and the aural experience hinted neither at four-cylinder nor turbo.

That 270 lb-ft of torque moves the Edge along just fine shouldn't be a surprise. What is exceptional is the smooth, relaxed nature with which it accomplishes its duties. Contrasted with the Volkswagen Tiguan that I drove a few weeks ago--a smaller vehicle, but with a similar small turbocharged four and torque-converter automatic--the Edge was impeccably smooth and quiet. Where many similar powertrains lug (or at least sound as if they're lugging) as they quick-upshift into the highest gear possible, the Edge simply hummed along. I probably wouldn't be as impressed if I hadn't driven a handful of small-engined, high-NVH crossovers recently. The real commendation for the EcoBoost Edge is that it drives like a perfectly ordinary (albeit good) crossover.

So, the bigger question becomes, "is 2 mpg (combined) worth an extra $1,000?" Ford's biggest challenge for the EcoBoost Edge--and the Explorer, for that matter--might not be its competence but rather the outstanding mileage that the company has managed to eke out of its standard 3.5-liter V6.

A premium-priced smaller engine with marginal economy gains is going to be a tough sell. Then again, Ford can't keep the EcoBoost F-150 on dealer lots, so I'll watch with interest as car buyers vote with their wallets.

EDITOR WES RAYNAL: Overall, I like this vehicle though I will stick to my guns and say that not having a third row, even a small one for kids, is a problem for me. That said, I like the styling redo that Ford did on the Edge's front end, and I thought that the EcoBoost provided enough power and frankly felt smoother than the six-cylinder.

MyFord Touch is what it is. I'm getting used to it. That's not the same thing as liking it, but I found myself swearing at it less than last time I tried it.

I like the way the Edge drives, and that it comes in at less than 4,000 pounds is a pleasant surprise. It drives lighter, much lighter on its feet than, say, the Explorer, which to me can feel lumbering. In contrast, I thought the Edge's ride, handling and steering were nicely tuned and dialed-in.

The interior was comfortable with materials as nice as any in this price range.

Nice truck.

AUTOWEEK.COM EDITOR DALE JEWETT: After two stints in this 2012 Ford Edge SEL--one a weekend spent hauling family and groceries, the other a one-night stand with a double shot of rush-hour traffic--the smoothness and power of the four-banger EcoBoost is remarkable.

Turbo lag? Not a hint. Nor can you hear any type of turbo whistle or fret that a four-cylinder engine was being overworked to move the Edge along. This Spain-built engine is well matched with the six-speed transmission--downshifts were crisp and nicely timed when more power was ordered by my right foot. And any engine vibrations are well damped.

Flying along at freeway speeds has the EcoBoost four turning about 2,500 rpm, but you'll hear more wind noise than engine noise.

This powertrain does so much so well that I can't help but be disappointed by the fuel economy--we got about 20.5 mpg in mostly city driving. I had expected to do better with a four-banger under the hood, something more in the 23-to-24-mpg range. Maybe if we had spent more time on the highway. And a small side note: It sure seems to me as if the digital fuel gauge begins a sprint toward the bottom as soon as you pull away from the pump. I was surprised to see that a 13-mile drive from fill-up to the office garage opened a gap below the full line.

The view from inside the Edge is a commanding one over the traffic ahead, yet you don't need any type of step assist to climb on board. The front seats are wide and comfortable, with a slight amount of bolstering on the side. A stout set of seat heaters was welcome in Michigan's frigid winter temperatures.

The gauge cluster has a large, round speedometer flanked by digital displays on the left and right. The left display contains powertrain and trip info, while the right display handles navigation and entertainment info. Thumb controls on the left and right spokes of the steering wheel control the displays. I was happiest to set each display for one parameter and forget any thought of making changes on the fly.

Which brings us to MyFord Touch. The display is big and bright. The learning curve is steep, and making adjustments on the fly is best left to your copilot, if possible. The issue that frustrates me the most is the delay between selecting a function and having the system respond. Yes, that delay is just a couple of seconds but that's more uncertainty than many drivers will be comfortable with. (And I'm not counting the one incident when the system just spazzed out and completely reset itself, dropping my selected radio station and navigation destination.)

Bottom line: The Edge is a strong contender for buyers who need to haul people and cargo but don't want to be stigmatized by driving a minivan. But I think I'd be inclined to shave a couple of grand off the sticker price by taking the base V6 and skipping the MyFord Touch for a conventional entertainment unit.

Andrew Stoy
- Digital editor Andrew Stoy has spent the past 20 years wrenching on and writing about cars. He's worked everywhere from dealer service bays to the headquarters of the world's largest automakers. Read more »See more by this author»